Fluid-actuated motor.



J. S. WARD. FLUIDAGTUATED MOTOR.

APPLICATION FILED NOV. 22, 1909.

Patented Dec. 6, 1910. 7

Z SHEETSSHEET 1.

J. S. WARD.

' FLUID AGTUATED MOTOR. APPLICATION FILED NOV. 22, 1909.

977,574. Patented Dec. 6, 1910.

2 SKEETSBHEET 2.

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JOHN S. WARD, OF CHICAGO, ILLINOIS.

FLUID-ACTUATED MOTOR.

To all whom it may concern:

Be it known that I, JOHN S. WARD, a citizen of the United States,residing at Chicago, in the county of Cook and State of Illinois, haveinvented a certain new and useful Improvement in Fluid-Actuated Motors,of which the following is a specification.

My invention relates to fluid actuated motors, and as my type of motoris especially advantageous in connection with a lubricating pump, I haveillustrated it in connection therewith.

The ratchet mechanism and connected parts which serve to link the pistonof the motor with the slide bars of the pump, form the subject of adivisional application filed March 7 1910, Serial No. 547,732.

The objects of my invention are :First, to provide means for regulatingand controlling the operation of the motor. Sec- 0nd, to provide meansfor preventing the loosening of the nut of the stuffing box of themotor, and third, to provide certain details of construction hereinaftermore fully set forth.

I accomplish my objects by the mechanism illustrated in accompanyingdrawings, in which- Figure 1 is a side elevation of the motor showingthe same connected to a lubricating pump. ,In this figure the casing ofthe ratchet device, which connects the motor to the pump, is shown insection. Fig. 2 is a vertical sectional view of the parts shown inFig. 1. Fig. 3 is a longitudinal sectional view through the piston andvalve. Figs. 4, 5 and 6 are sectional views taken respectively on thelines 44, 55 and 6-6 of Fig.3. Fig. 7 is a side view of one of the partsof the motor piston. Fig. 8 is a longitudinal sectional view of theparts shown in Fig. 7, the plane of section being taken on line 88 ofFig. 5. Fig. 9 is a transverse sectional view of the outer end of thebonnet at the end of the main cylinder.

Similar reference characters denote similar parts throughout the severalviews.

The pump and ratchet mechanism form no part of my present invention andtherefore need not be described except to say that the ratchet and itsconnections form the subject of a separate application, Serial No.547,732, filed March 7, 1910. In some re- Specification of LettersPatent.

Application filed November 22, 1909.

Patented Dec. 6, 1910. Serial No. 529,465.

spects also the ratchet mechanism is similar to the one shown in myprevious Patent No. 893,118 issued July 14, 1908.

Referring to the parts more directly concerned with my presentinvention, the piston rod 1 extends into the cylinder 2 of the motorthrough a stufiing box 3, and nut 4, and at its inner end screws intothe piston body 5 as shown in Figs. 2 to 8. At the inner end of thepiston body is a disk 6 preferably integral therewith. This disk isprovided with packing at its periphery for making steam tight or airtight fit with the cylinder. A similar disk 7 is located at the oppositeend of the piston body and is held in place by means of the flange 1 ofthe rod 1.

The piston body is hollow, having a longi tudinal passage 8 whichcommunicates with the exhaust tube 9, formed on the piston body at theend opposite to the rod 1. Cylinder 2 has an inlet port 10 at the middleof the far side when viewed as in Fig. 2, this inlet being indicated indotted lines. The normal exhaust is out through the tube 9. The steam,compressed air or other actuating fluid entering through the admissionport 10 is controlled by means of a piston valve 11 fitting over thepiston body 5, and having disks l2 and 13 at its ends which fitslidingly in said cylinder. The piston body and piston valve havesuitable admission and exhaust ports for causing reciprocation of thepiston and motor cylinder but these need not be minutely described asthe construction is well known, and I do not claim to be the inventor ofthem. It is sufiicient to say that the steam or other operating fluidhas access at all times to the space surrounding the piston valvebetween the ends thereof. The pressure at this part of the cylinderthere-fore always remains approximately maximum unless the by-pass,which will be hereinafter described and which constitutes one of theelements of my invention, is open to a greater or less extent.

At the end of the motor cylinder, opposite to the stuffing-box 3 is astufiing-box 14 having a nut 15, these two parts preventing leakagearound the exhaust tube 9. Tube 9 discharges into a bonnet or head 16which is long enough to accommodate the movement of the exhaust tube andforms a chamber-into which the exhaust actuating fluid escapes. Saidbonnet screws on to the end of the cylinder and is preferably ofpolygonal cross-section at its outer end 16 to be operated by a wrench.The bonnet is therefore readily removable, and at the same time isprovided with means for making an air tight or steam tight joint. Theexhaust steam is led out from the bonnetthrough a passage 18 formed inthe side of the cylin der and connecting with the exhaust pipe 19.

My device is particularly adapted for use with lubricators used uponrailway locomotives where the shock and jar due to the vibration of thelocomotive, in addition to the movement of tube 9, tends to loosen thenut 15. In my device I have prevented this by inter-posing a spring 20between said nut and the end of the bonnet 16. By preference this springis rigidly fastened to the bonnet and consequently the parts may bereadily assembled, the spring naturally finding its position around thetube 9 and against the top of the nut 15.

An aperture 23 is formed in the side of the cylinder 2, near the centerthereof, where it will at all times be between the two ends 12 and 13 ofthe piston valve 11. Said aperture is closed by means of a valve 21operated by a hand-wheel lVhen said valve is open steam or otheractuating fluid escapes from the inside of the cylinder through theaperture 23 past the valve 21 to a duct 9 L leading to the exhaust pipe19. lhe aperture 23 and duct 24 constitute a by-pass through which theactuating tluid may escape direct to exhaust without causing thereciprocation of the piston.

In operation when steam is admitted to the cylinder 2, if the by-pass isclosed the piston 5 will be caused to reciprocate according to the lawof operation well known in connection with this type of engine. Forrailway locomotives and other machinery exposed to varying degrees oftemperature it is desirable that the steam used as the actuating fluidshould never be shut oil from the cylinder 2. I have found that if thesteam is shut off not only will the parts become chilled in cold weatherand cause condensation, but the oil with which the parts are lubricatedwill also become chilled and thickened and prevent the moving parts fromresponding as certainly as they should when steam is turned on. With myconstruction when it is desired to slow down the movement of the piston5, instead of throttling the stem inlet, 1 open the valve 21. It Idesire merely to partially slow down the motor I open valve 21 only aslight amount but by increasing the opening of the valve sufficiently Ican so reduce the pressure in the cylinder 2 bet-ween the disks 12 and13 as to cause the motor to stop entirely. Under these conditions thesteam will blow through the motor and keep all the parts thereof Warm sothat they will respond immediately when called upon and yet it will beunnecessary at any time to touch the valve which controls the supply ofsteam to the inlet of the cylinder. The ducts 23 and 2t constitute abypass, and by controlling the amount of opening of said by-pass throughthe agency of the valve 21, I can regulate the motor to a nicety fromfull speed to no speed. It will be understood, of course, that motors ofthe size required for the ordinary lubricating apparatus require almostinappreciable amounts of steam, and therefore, the waste 01" steamblowing through the parts when the valve 21 is wide open will benegligible.

1 claim as my invention.

1. fr motor comprising a cylinder, a piston therein, a piston valveslidable on said piston, and having a space between its ends open to thepressure of the operating fluid, bypass leading from said cylinder at a.point between the ends of said piston valve, and means for regulatingthe opening through said bypass.

2. A motor comprising a cylinder, a hollow piston movable therein, anexhaust tube communicating with the inside of said piston, a pistonvalve slidably mounted on said piston and having a space between itsends in communication with the source of oper ating fluid, an exhaustpipe, two ducts leading to said exhaust pipe, one duct leading from theexhaust tube, and the other duct leading from the inside of the cylinderfrom a point between the ends of the piston valve, and means forcontrolling the amount of opening through said last mentioned duct.

3. In a fluid actuated motor, the combination of a cylinder, a bonnetsecured to one end thereof, a piston sliding in said cylinder, a pistonvalve sliding upon said piston, said piston being hollow and havingadmission and exhaust ports controlled by said valve, an exhaust tubecommunicating with the inside of said piston and extending through theend of said cylinder into said bonnet, a stun' ingbox nut surroundingsaid tube at the end ot the cylinder within the bonnetand coiled springinterposed between said nut and bonnet for preventing the nut frombecoming unscrewed.

*l. in a fluid actuated motor the combination of a cylinder, a hollowpiston working therein, a piston valve slidable on said piston, anexhaust tube connnunicating with the inside of said piston and extendingthrough one end of the cylinder, a stutting box and nut on the end ofthe cylinder around said tube, a coiled spring adapted to abut againstsaid nut for preventing the unscrewing thereof and a bonnet adapted toscrew onto the end of the cylinder and inclose said tube and nut andalso to form an abutment tor the outer end of said spring.

5. The combination, with the motor cylinder, hollow piston therein,piston valve, and exhaust tube extending from the piston through the endof the cylinder, of a stufling nut at the end of the cylinder throughwhich said tube passes, a bonnet screwing onto the end of the cylinder,and a coiled spring fastened to and carried by said bonnet and adaptedto abut said stuifing nut for holding it.

(3. The combination, with the motor cylinder, hollow piston therein,piston Valve, and exhaust tube extending from the piston through the endof the cylinder, of a stuffing nut at the end of the cylinder throughwhich said tube passes, a coiled spring for abutting against said nutand a bonnet screwing onto the end of the cylinder over said nut andexhaust tube and adapted to abut said spring, said bonnet having apolygonal end for taking a Wrench.

7. In combination, a cylinder, a reciprocating piston therefor, astufiing boX and nut at one end of said cylinder, a member secured tosaid piston and extending through said stuffing box and nut, a bonnetsecured to the end of the cylinder and inclosing said nut, and a coiledspring interposed between said bonnet and nut.

In Witness whereof, I have hereunto subscribed my name in the presenceof two witnesses.

JOHN S. WVARD.

Witnesses:

HOWARD M. Cox, MARGARET D. ROBE.

